Gearless differential



Feb. 28, 1928.

T. B. BOURKE ET Al.

GEARLESS DIFFERENTIAL Filed July 26. 1926 i Ac:

, l 'L /G22' c /r MPL/ca if' Ned/np x .2 U UR 735mm@ and" Patented eb. 28, 1928.

UNITED. STATES i, N 1,661,028 Param*Y orifice.

THOMAS BERNARD BOURKE, F ROCKHAMPTON, .AND GEORGE PEB'CIVAL SBTTEB, 0T

' NORTI-IGATE, VNEAR BRISBANE, QUEENSLAND, AUSTRALIA.

GEARLESS DIFFERENTIAL.

`Application led`Ju1yi26i, 1926, Serial No. 125,083, and` n-Aultralla July 2, 1985,

In order to permit motor vehicles, especially thosehaving a fairly wide wheel track, to readily turn a corner., it has been found necessary to provide means, known as diff 5 ferential gear, whereby the outer wheel is permitted to cover more ground than the inside one, and, at the same time, to revolve at a greater rate. This is a very important feature, but it is questionable whether better results could not be attained by freeing the inner Wheel and ermitting thedriving power to be exertedJ only on the outer Wheel.

Ordinary differential gear has objectionable features well known to motorists; for instance, it is quite possible for either Wheel at times other than when cornering torun free when bothshould be driven. It is the over soft or wet surfaces or when one wheel bounces. It is also the cause of unnecessary and uneven wear and tear on the tyre and is possibly expensive in the use' of fuel. y

The object of this invention is the provision of a simple device and means of control which will remove these and many other objectionable features, which need not be `repeated here, While retainingthe quality of permitting the vehicle to turn a corner perhaps with more convenience and comfort to the occupants. Furthermore, the arrangement is such that. a uniform drive is imparted to both wheels, at all times, except when the` vehicle `is turning a corner, as at such other times the rear or driving axle is, to all intents and purposes, asolid or continuous axle. y

In carryin out` the invention we dispense with the diilerential gear as at present `in use, and use, in addition to the usual bevel Y 40 driving pinion on 'the propeller shaft and differential bevel driven gear vwheel (or crown wheel, `as'it is sometimes called), a

pair of suitable clutches, whereby4 motion may be `communicated from such bevel gear or crown Wheel to both or either halves of the rear axle, as the case maybe. These clutches are controlled by the action of the steering Wheeh'andwe prefer that they be connected to or operated by the steering knuckle tie or radius rod by suitable means.

In order that the invention may be better understood we will ,now describe same with the aid of the accompanying drawings, in

which Fig. 1 isa sectional elevation.

F1g. 2 1s a sectional elevation showing certain parts in a disengaged position.

Fig. 1s Va diagrammatic view showing the appllcation of the invention.

Eig. 4 is a diagrammaticview of an alternative arrangement.

` Fig. 5 is a detail of another alternative arrangement. 'lhe bevel driven gear or crown wheel A, which is of ordinary construction, being` driven by the bevel drivin pinion (not shown), `1s mounted on the ange B of the sleeve C. This `sleeve C is of suitable ormation and is rotatably carried in bushin" s C1 carried in the bearmgs E. Bushings provided inside the sleeve C, carry the adjacent ends of 'half axles D. Althou h bushngsC1 and F are shown in the rawings and referred to in this specification, itis to be understood `that ball, roller, or other `suitable bearings may be used. The outer ends of the half axles Dare carried by the usual bearings in t-he housings.

Une portion of a clutch is formed on or carried by the respective ends of the sleeve C, and t e other portions or slides G are shdably carried by the half axles D, which are formed so that, while longitudinal movement of the slides G isallowed, they are p)revented from revolving on such half axles For thispurpose, thehalf axles D may be squared (as shown) or otherwise suitably shaped, or `they may be provided with a feather, multiple feathers, or flutin s, the

slidable portions G being formed in t e bore to suit. Although We do notdesire to limit ourselves to any articular design of clutch, we `believethat t `at shownin thedrawin s will be the most eilicacious. As shown, ev

ing (which should take place with little or y,

no elfort on the part of the driver), and when clutching. These dogs H H1 are preferably slight-ly tapered and may also be rounded at the ends so as to provide a ready getaway and entrance. As an alternative arrangement, we may use multiple plate frietion clutches for communicating motion from thersleeve C to the halt axle D.

The slides G 01E t-he clutches are normally pushed into engagement with the sleeve C by means .ot the springs il, which are backed by the ring or stop K secured in the hous ing L, ball bearings d1 bein@ interposed between the springs d and slide G. They are moved, asdesired, by the rods M formed with a yoke N at the end and squared or otherwise suitably shaped so that they are prevented from turning round in the guides l? tormed integrally with or secured in the housing L. The forks N engage slots N1 in the slides'G.

'lhis portion o1" the invention can be applied to all types or makes ot vehicles with little or no material alteration ot the housing L and certain other parts.

The slide rods M are connected, as shown in Fig. 8, by ropes, cables, or chains Q., to the steering knuckle tie or radius rod lt or to any other part ot the steering mechanism, so that, on same being actuated, reciprocatory motion is imparted to either. rEhese ropes, cables, or chains Q, pass over lead pulleys S suitably carried on the chassis,

the ends being clamped to the steering knuckle tie or radius rod Tension screws 'l are provided tor adjusting the length of the'ropes, cables, or chains Q. Generally speaking, the-parts are arranged so that al movementot' approximately tiftcen degrees is-imparted to the trent or steering wheels before the clutches are cle-clutched.

"As an alternative arrangement, as shown vin Fig. a, rods U U1 and bell cranks V may rods U are pivotally carried in bearings at each end, and have arms U2 U3. The forks ot arm U2 straddle the radius rod R and are engaged and operated by the collars X on the latter. rlFhe arm U3 is articulated to the slide rod M. e

lt is to be understood that we do not wish to bind ourselves to constructional des tails, which do not al'ect the essential teatures ot our invention, as these may and must be altered to suitthe type or make ot vehicle on which the invention is tted.

rihe operation or our invention is as tot lows :H'lhe respective parts are normally Leonesa (that is, when the vehicle is running straight ahead or backward) as shown in Figs. l, 3, and fl. When it is desired to turn the vehicle round a corner, say to the lett hand, the steering wheel is manipulated in the usual manner, and, as the steering knuckle tie or radius rod R moves to the right hand,

motion is imparted through the ropes, cables,

or ohainstl, or the rods U U1 and bell cranks V, or as the case, may be, to the slide rod M in the lett hand side ot the housing. rlhe lett hand slide portion G o the clutch is moved to the left, compressing the spring, disengaging the former from that portion ot the clutch formed on the ends ot the sleeve C. The road wheel on that side of the vehicle is thereby permitted t0 run tree, while the whole of the power of the engine is exerted on the right hand road wheel through the gearing on the right hand haltI axle. The action when the steering wheel is oppositely turned will be readily understood. When the steering wheel is turned to steer the vehicle straight forward or backward, the two half axles are immediately clutched.

Having now particularly described and ascertained the nature of ourv said invention and in what manner the same is to be peru formed, we declare that ,what we claim is 2+ ln a gearless dilerential, a housing having an enlarged medial portion and restricted end portions, spaced bearings -arf ranged in the medial portion of the housing, a sleeve journalled within said bearings, a bevelled driven gear carried with theouter surface of the medial portion of the sleeve, an annular shoulder within the bore of the sleeve and positioned medially thereof, bearings arranged within the sleeve on opposite sides ot the shoulder, other bearings arranged in the restricted portions of the housing and in alignment with the bearings in the sleeve, haltv axles jonrnalled respectively in said aligning'bearings, the projecting ends ot' the sleeve being provided with clutch faces, clutching sleeves slidably and nonrotatably mounted on the halt axles, springs arranged Vbetween the clutchino` sleeves and bearings 'in the restricted portions ot the housing for normally holding the clutching sleeves in engagement with the clutch -faces,

rods slidably mounted in the casing and operably connected with the adjacent clutching sleeves, and means tor operating the rods, substantially set forth.

in testimony whereof we have signed our names'to this specification.r Y

THOMAS BERNARD BOURKE. Y GEORGE PERCIVAL SETTER.,l

as and tor the purposes 

